B60C23/0416—Automatically identifying wheel mounted units, e.g. after replacement or exchange of wheels allocating a corresponding wheel position on vehicle, e.g. front/left or rear/right

Abstract

A method is used to identify a plurality of tires (14-22) of a motor vehicle
(12) by location allowing a sensed parameter of each of the plurality of tires (14-22)
to be monitored. The method incorporates the use of a central receiver (28), a
plurality of sensors (32), a plurality of transmitters (56) and a mobile training unit
(34). The method includes the steps of moving the mobile training unit (86) to a
location adjacent one of the plurality of tires (14-22). Once there, the operator inputs
manually the location of one of the plurality of tires (14-22) with respect to the motor
vehicle (12). The central receiver (28) receives an identification signal from one of
the plurality of transmitters (56). The identification signal is paired with the location
in the mobile training unit (34) to create paired data (94). The method concludes with
transmitting the paired data (98) from the mobile training unit (34) to the central
receiver (28) allowing the central receiver (28) to identify one of the plurality of tires
(14-22) by the paired data when the transmitter of one of the plurality of tires (14-22)
transmits a signal based on the identification signal and the parameter sensed by one
of the plurality of sensors (32).

Description

TECHNICAL FIELD

The invention relates to a method for monitoring parameters of tires of
a motor vehicle. More specifically, the invention relates to a method for
monitoring parameters of each tire of the motor vehicle in an energy efficient
manner.

BACKGROUND OF THE INVENTION

Systems have been developed to monitor parameters of tires for motor
vehicles. These systems use sensors mounted inside the tires of the motor
vehicle to directly measure the parameters desired. These sensors then transmit
the information to a receiver on the motor vehicle to be displayed for the
operator of the motor vehicle. Because tires are rotated and periodically
changed, a common problem with these systems is identifying from which tire
location the transmission is emanating.

Methods for determining sensor location have been devised. Many of
these methods involve having the receiver initiate a training mode. In the
training mode, a controller transmits to each of the sensors inside the tires to
transmit a signal to the receiver in a predetermined order, e.g., right-front, left-front,
left-rear and right-rear. The operator of the vehicle must go to each tire
and initiate the transmission of the signal from that particular tire. Requiring
the operator to follow a particular tire transmission pattern when training the
system oftentimes leads to errors. This is because the receiver receives four
different signals and operates under the assumption that the transmission of
those signals was in the proper order.

United States Patent 6,414,592 discloses one solution for the training
mode of the monitoring system. In this reference, a manually actuated
transmitter creates a manual input location identification. The sensor within the
tire receives the manually input location identification and stores that
information and transmits this information every time the sensor is queried.
When the position of the tire is changed, the manually input location
identification is changed at that time. This system operates when the sensor
identifies itself, its location and then transmits the parameter it senses. In this
reference, the sensed parameter is pressure.

Because the sensor contemplated in this reference is located within the
tire, it relies on a battery for its power. Transmitting the location of the sensor
consumes battery power and is often redundant. More specifically, the sensor
transmits its location every time it transmits a parameter signal, regardless of
whether the tire has been rotated to a new position or not. Should the battery
exhaust its potential, the tire must be removed from the wheel and the battery
must be replaced. Operators of motor vehicles tend to consider this system non-operational
due to its high maintenance and the time and cost associated with
replacing the batteries.

SUMMARY OF THE INVENTION

A method identifies a plurality of tires of a motor vehicle by location
to sense a parameter of each of the plurality of tires. The method incorporates
the use of a central receiver, a plurality of sensors, a plurality of transmitters and
a mobile training unit. The method includes the steps of moving the mobile
training unit to a location adjacent one of the plurality of tires. Once there, the
operator inputs manually the location of one of the plurality of tires with respect
to the motor vehicle.

A sensor identification is retrieved from one of the plurality of sensors
at the one of the plurality of tires. The location information and the sensor
identification for that particular sensor are paired together to create paired data.
The paired data is then transmitted from the sensor to the central receiver
allowing the central receiver to identify one of the plurality of tires by the paired
data when the transmitter of the one of the plurality of tires transmits a signal
based on the identification signal and the parameter sensed by the one of the
plurality of sensors.

BRIEF DESCRIPTION OF THE DRAWINGS

Advantages of the invention will be readily appreciated as the same
becomes better understood by reference to the following detailed description
when considered in connection with the accompanying drawings, wherein:

Figure 1 is a top view of a motor vehicle, partially cut away, utilizing
the inventive method;

Figure 2 is a block diagram of the mobile training unit;

Figure 3 is a block diagram of the sensor and transmitter located in
each tire of the motor vehicle;

Figure 4 is a block diagram of the central receiver located within the
motor vehicle; and

Figures 5A through 5C are logic diagrams for one embodiment of the
inventive method.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

Referring to Figure 1, a monitoring assembly is generally indicated at
10. The monitoring assembly 10 is hosted by a motor vehicle 12. The motor
vehicle 12 includes a front driver side tire 14, a front passenger side tire 16, a
rear driver side tire 18, a rear passenger side tire 20 and a spare tire 22 (the tires
14-22). The motor vehicle 12 also includes a passenger compartment 24 having
a steering wheel 26 disposed in front of a driver seat (not shown).

The monitoring assembly 10 includes a central receiver 28 and an
antenna 30 electrically connected thereto. It should be appreciated by those
skilled in the art that the central receiver 28 and antenna 30 are graphically
shown in Figure 1 at a location proximate the driver seat and steering wheel 26.
Other locations for the central receiver 28 and antenna 30 within the motor
vehicle 12 may be acceptable, depending on the design of the monitoring
assembly 10. The central receiver 28 receives signals from the antenna 30.

The monitoring assembly 10 also includes a plurality of sensors 32,
each associated with one of the tires 14-22. Each of the plurality of sensors 32
is located within each of the tires 14-22 allowing it to sense a parameter of each
of the tires 14-22. A non-exhaustive list of parameters that may be sensed by
the sensors 32 include pressure and temperature.

The monitoring assembly 10 also includes a mobile training unit 34.
The mobile training unit 34 is selectively connectable with the monitoring
assembly 10 through a wireless protocol allowing it to move about the motor
vehicle 12 while transmitting data to the central receiver 28 through the antenna
30.

Referring to Figure 4, the central receiver 28 is shown in greater detail.
The central receiver 28 includes a receiver 36 that is electrically connected to
the antenna 30 via conductor 38. The receiver 36 transmits signals 40 to a
controller 42. The controller 42 includes memory 44, discussed in greater detail
subsequently. The central receiver 28 is powered by a power source 46. The
power source 46 is graphically represented and may be a battery, transformer, or
a connection to a power generating source, e.g., the alternator of the motor
vehicle 12.

Depending on the signals 40 received by the central receiver 28, an
output is generated by the controller 42 and transmitted to a tire condition
indicator display 48. Referring back to Figure 1, the tire condition indicator
display 48 is disposed adjacent the steering wheel 26 at a location visible by the
operator of the motor vehicle 12. While the tire condition indicator display 48
is contemplated as a visual indicator, it should be appreciated by those skilled in
the art that an audible indication may be included with the tire condition
indicator display 48.

Referring to Figure 3, one of the plurality of sensors 32 is shown in
greater detail. Each of the sensors 32, mounted to the interior of the tires 14-22
through methods known in the art, includes a sensing element 50. The sensing
element 50 receives conditions in the tires 14-22 through a port 52. In one
example, the port 52 would be an opening in a sensor housing leading to a
diaphragm at the sensing element 50 allowing the sensing element 50 to sense
the pressure of the host tire. There may be more than one sensing element 50 in
each sensor 32 should more parameters be monitored.

The sensing element 50 transmits a signal of the parameter sensed by
the sensing clement 50 to a sensor controller 54. The sensor controller 54
generates a signal based on the signal received from the sensing element 50 and
transmits that signal to a sensor transmitter 56. The sensor transmitter 56
transmits the signal 40 using a sensor transmitting antenna 58.

The sensor 32 also includes a training receiver 60 that is also
electrically connected to the sensor controller 54. The training receiver 60
receives signals from a training receiver antenna 62. The training receiver
antenna 62 receives a trainer signal 64, discussed in greater detail subsequently.

The sensor 32 also includes an internal power source 66 that provides
power to the sensing element 50 and the sensor controller 54. The internal
power source 66 is the only source of energy available to the sensor 32.
Therefore, the internal power source 66 must be sufficient to supply power to
the sensor 32 through the life of the sensor 32, which should equal or exceed the
life of the tire 14-22. If the internal power source 66 is not adequate, the sensor
32 will have to be changed resulting in the dismounting of the tire 14-22 from
its wheel prematurely.

Referring to Figure 2, the mobile training unit 34 is shown in greater
detail. The mobile training unit 34 is a handheld device designed to move to
locations disposed adjacent each of the tires 14-22. The mobile training unit 34
includes a power source 68 that may be batteries, rechargeable batteries and the
like. The power source 68 provides power to a training controller 70. The
training controller 70 receives inputs from an input keypad 72 and a training
receiver 74. The training controller 70 transmits information to a display 76,
via the input keypad 72, and a training transmitter 76. The training transmitter
76 transmits the trainer signals 64 through a training transmission antenna 78,
whereas the training receiver 74 receives signals 40 from a training receiving
antenna 80.

Referring to Figures 5A through 5C, logic diagrams of the inventive
method are shown. The method shown in Figure 5A represent the method
utilized by the mobile training unit 34. The method begins at 86. The method
would begin when the ignition is operated to power the motor vehicle 12. The
mobile training unit 34 is moved to one of the tires 14-22. This step occurs at
86. The location of the tire 14-22 that is being trained is identified at 88.
Identification occurs by the operator of the mobile training unit 34 manually
inputting the location of the tire being trained using the input keypad 72. The
input keypad 72 may have as few as five buttons, each identifying one of the
five standard locations in which the tires 14-22 are located. The input strokes
into the input keypad 72 are displayed at 76 ensuring the operator has an
opportunity to correct any accidental miskeying.

Once the tire location is entered, it is forwarded to the sensor 32 in the
tire 14-22 at 90. The mobile training unit 34 then determines whether the
sensor 32 responds by return transmission at 92. If received, it is determined at
94 whether the transmission from the sensor 32 includes the training code. If
so, the mobile training unit 34 displays an identification number associated with
the trained location at 96 and waits for the mobile training unit 34 to be moved
to another tire 14-22, (step 86).

Figure 5B represents the method of operation for each of the plurality
of sensors 32. It begins with the sensor 32 resting in standby mode until it
receives a transmission from the mobile training unit 34. This listening step
occurs at 98. It is determined whether the sensor 32 has received a transmission
from the mobile training unit 34 at 100. If the sensor 32 does not receive such a
transmission, the sensor 32 operates in a normal manner in which it measure the
parameter it is designed to do at 106. Once measured, it transmits the code,
measured information and sensor identification number to the receiver 36 at
108.

If the sensor 32 does receive a transmission from the mobile training
unit 34 at 100, it accepts the identification information transmitted by the
mobile training unit 34 at 102. It then transmits to the mobile training unit 34
the training code, the location information and the sensor identification number
at 104.

Referring specifically to Figure 5C, the receiver 36 is shown to operate
a method shown. This method begins at 110 with the receiver 36 waiting for a
signal from a sensor 32. It is determined at 112 whether a signal is received. If
not, the method is looped back to the start of the method at 110 and waits to
receive a signal from one of the sensors 32.

If a signal is received, it is determined at 114 whether a training code
is a part of the transmission. If so, it pairs the tire location information and the
identification information of the sensor 32 in memory 44. The method then
loops back to the beginning at 110 where the receiver 36 awaits a new signal
from any one of the plurality of sensors 32.

If the transmission received at 114 does not include a training code as
a part thereof, it begins to evaluate the data transmitted thereby at 118. It
determines whether the parameter is below a predetermined level at 120. In
Figure 5C, the parameter is pressure. It should be appreciated by those skilled
in the art that other parameters of the tires 14-22 may be sensed depending on
the data desired to be measured. If the parameter is not below the
predetermined level, the method loops back to the beginning at 110 and waits
for a new signal from one of the plurality of sensors 32. If the data received
indicates a parameter is below a predetermined amount, the driver of the motor
vehicle 12 is notified by generating a warning signal at 122. The warning signal
is generated by the controller 42 and displayed or emitted from the tire
condition indicator display 48. Once the warning signal is generated, the
method is looped back to step 110 allowing the central receiver 28 to receive
data from any one of the plurality of sensors 32.

The receiver 36 then cycles back to the beginning of the method where
it awaits another signal from one of the sensors 32 at 110. The receiver 36 will
cycle through all of signals received from all of the plurality of sensors 32 as
they are received thereby.

As the central receiver 28 receives the paired data from each sensor
32, the central receiver 28 can store the paired data in the memory 44.
Therefore, the location of each of the sensors 32 is not stored at the sensor 32,
but at the central receiver 44. This eliminates the need for each of the plurality
of sensors 32 to transmit its respective location every time the sensor may
transmit data relating to the condition of each of the tires 14-22. When a
location is stored, the central receiver 44 signals the operator by honking the
horn, flashing the lights, or other obvious means so that the operator will know
that the central receiver 44 has indeed received the information.

If the transmission received does include a training code, the location
information and sensor identification that defines the paired data is stored into
memory at 116. The method then notifies the operator that the sensor location
has been recorded at 124 in a manner similar to that which as discussed above
for the notification step 122.

The invention has been described in an illustrative manner. It is to be
understood that the terminology, which has been used, is intended to be in the
nature of words of description rather than of limitation.

Many modifications and variations of the invention are possible in
light of the above teachings. Therefore, within the scope of the appended
claims, the invention may be practiced other than as specifically described.

Claims (8)

A method for identifying a plurality of tires (14-22) of a motor vehicle
(12) by location to sense a parameter of each of the plurality of tires (14-22)
using a central receiver (28), a plurality of sensors (32), a plurality of
transmitters (56) and a mobile training unit (34), the method comprising the
steps of:

moving the mobile training unit (34) to a location adjacent one of the
plurality of tires (14-22);

inputting manually into the mobile training unit (34) the location of one
of the plurality of tires (14-22) with respect to the motor vehicle (12);

receiving an identification signal from one of the plurality of
transmitters (56) using the mobile training unit (34);

pairing the identification signal with the location in the mobile training
unit (34) to create paired data (94); and

transmitting the paired data from the mobile training unit (34) to the
central receiver (28) allowing the central receiver (28) to identify one of the
plurality of tires (14-22) by the paired data when the transmitter of one of the
plurality of tires (14-22) transmits a signal based on the identification signal and
the parameter sensed by one of the plurality of sensors (32).

A method as set forth in claim 1 including the step of locating the
mobile training unit (34) at locations adjacent each of the remaining tires of the
plurality of tires (14-22).

A method as set forth in claim 2 including the step of creating paired
data (94) for each of the plurality of tires (14-22) prior to the step of
transmitting the paired data (98).

A method as set forth in claim 3 including the step of each of the
plurality of sensors (32) sensing the parameter in each of the plurality of tires
(14-22), respectively, to create a plurality of sensed signals.

A method as set forth in claim 4 including the step of each of the
transmitters (56) transmitting each of the plurality of identification signals and
each of the plurality of sensed signals, respectively, to the central receiver (28).

A method as set forth in claim 5 including the step of indicating to an
operator of the motor vehicle (12) the parameter of one of said plurality of tires
(14-22) when the value changes a predetermined amount.

A method as set forth in claim 6 wherein the parameter is temperature.

A method as set forth in claim 6 wherein the parameter is tire pressure.

EP200400754642003-02-252004-02-13Method for allocating the positions of the tyres in a tyre monitoring system
WithdrawnEP1452350A1
(en)